Decarbonizer for automotive engines



Jan. 26, 1960 w. E. LEE 2,922,407

DECARBONIZER FOR AUTOMOTIVE ENGINES Filed May 16. 1958 2 Sheets-Sheet 11| IwImZh III 5038 I8 52 [$3. a n 54 28 minim W i finial INVENTOR. Wu/s5'. LEE

BY Fu: maze, MArfl/va r ff/wvnsr United States Patent 9 DECARBONIZER FORAUTOMOTIVE ENGINES Willis E. Lee, Long Beach, Calif.

Application May 16, 1958, Serial No. 735,719

Claims. (Cl. 123-25) The present invention relates generally to internalcombustion engines and more particularly to apparatus for restrainingthe formation of carbon deposits on the parts thereof.

It is well known that carbon deposits form on certain parts of aninternal combustion engine during the operation thereof. The pistons,piston rings, valves and spark plugs are particularly susceptible to theformation of such deposits. The gradual build-up of carbon depositsgradually lowers the power output of an engine. Additionally, suchdeposits can cause extensive damage to the engine unless removed.

It is a major object of the present invention to provide an apparatusfor injecting a liquid and its vapor into the combustion chambers of aninternal combustion engine during the operation thereof so as torestrain the formation of carbon deposits on the engine parts incommunication with the combustion chambers.

Another object of the invention is to provide, apparatus of theaforedescribed nature which is entirely automatic in operation,requiring only periodic replenishment of liquid employed therewith.

A further object of the invention is to provide apparatus of theaforedescribed nature which may be readily installed upon conventionalinternal combustion engines without requiring other than minormodifications of such engines.

Yet a further object is to provide apparatus of the aforedescribednature which is simple in design and rugged of construction whereby itmay afford a long and useful service life.

An additional object of the invention is to provide apparatus of theaforedescribed nature which may be manufactured and sold at a low costso as to be available to a wide market.

A further object of the invention is to provide apparatus of theaforedescribed nature which will prevent undesirable pre-ignition orping" in an internal combustion engine.

Yet another object of the present invention is to provide apparatus ofthe aforedescribed nature which automatically admits a decarbonizingliquid into the engines intake manifold during acceleration and highercruising speeds and admits the liquids vapor into the intake manifoldduring idling, deceleration and lower cruising speeds.

An additional object is to provide apparatus of the aforedescribednature wherein a single unit may be employed with engines of varyingsizes and power.

These and other objects and advantages of the present invention willbecome apparent from the following detailed description, when taken inconjunction with the appended drawings wherein:

Figure 1 is a perspective view showing a first form of injectorapparatus embodying the present invention installed upon an internalcombustion engine;

Figure 2 is a side elevational view of said apparatus taken primarily incentral vertical section;

Figure 3 is a view similar to Figure 2, but showing the parts of saidapparatus in a diiferent operativeposif tion;

Figure 4 is a central vertical'sectional view showing a second form ofinjector, apparatus embodying the present invention;

Figure 5 is a view similar to Figure 4, but showing the parts of saidsecond form arranged in a different operative position;

Figure 6 is a vertical sectional view taken on line 6-6 of Figure 4;

Figure 7 is'a vertical sectional view-taken on line 7--7 of Figure 4;

Figure 8 is a perspective view showing a modified metering rod that maybe utilized with said second form of apparatus;

Figure 9'is a perspective view showing a second; motli fied metering rodthat may be utilized with said second form of apparatus; and

Figure 10 is a perspective view of a spring cage uti? lized with saidsecond form of apparatus.

Referring to the drawings and particularly Figures, 1, 2 and 3 thereof,there is shown a first form of injector apparatus I embodying thepresent invention installed upon a conventional internal combustionengine E of an automotive vehicle. The apparatus broadly includes acontrol housing, generally designated 20, a liquid reservoir, generallydesignated 22, a first conduit 24 con: meeting the control housing withthe intake manifold 2d of the engine E, asecond conduit 28 connecting,the lower portion of the liquid reservoir 22 with the control housing26, and a third conduit 30 connecting the upper portion of the liquidreservoir with the control housing Zil. The reservoir 22 contains asuitabledecarbonizing liquid 32, as for example water. In the broadoperation of this apparatus, during, acceleration and higher cruisingspeeds of the automotive vehicle powered by the engine E, the controlhousing 20 admits liquid 32 from the reservoir 22 into the intakemanifold 26 by means of conduits 28 and 24, During idling, decelerationand lower cruising speeds of the automotive vehicle, the controlhousiug20 admits, the vapor accumulating in the upper portion of the reservoir22 into the intake manifold 26 by means of conduits 30 and 34.

More particularly, the control housing 20 is generally cylindrical inconfiguration and includes a horizontally extending tubular body 36. Thefront portion of this body 36 is integrally formed with an oifset blockelement 38. The front end of the body 36is closed by a front plug,generally designated 40, while the rear end of the body 36 is closed bya rear plug, generally designated 42. A piston valve 44 is slidablydisposed within the bore 46 of the tubular body 36. The portion of thebore 46 forwardly of the piston valve 44 defines a liquid-receivingchamber 48, while the portion of the bore 46 rearwardly of the pistonvalve 44. defines. a vaporreceiving chamber 5%.

The block 38 is formed at its rear portion with an internally threadedsocket 52 that receives a complementary fitting 55' aifixed to the frontend of the conduit 28. The front portion of the socket 52 merges, into acoaxial forwardly extending bore 54. The front end of this bore 54merges into a larger coaxial intermediate bore 56, with a frusto-conicalvalve seat 58 being formed at the intersection of the bores 54 and 56.The

front end of the intermediate bore 56 merges into an thevolume of fluidflow through bore 54 into intermediate bore 56. Forwardly of the seat 58the intermediate bore 56 intersects a radially inwardly extending fluidpassage 64. The radially inner-end of this passage 64 intersects thebore 46 of the tubular body 36 within the liquid-receiving chamber 48thereof.

The front plug 40 is coaxially formed at its rear portion with acylindrical spring cavity 66.. The front and 7 higher cruising speeds ofof this spring cavity 66 merges into a coaxial bore 68.

The front end of this bore 68 in turn merges into the rearend of aninternally threaded cavity 70. The cavity 70 receives a T-fitting,generally designated 72. This I-fitting 72 supports a smaller fitting 74connected to the rear end of the conduit 24. The T-fitting 72 alsosupports a second fitting 76 which is connected to the front end of atransfer conduit 78. The interior of the T-fitting {I2- is provided witha T-shaped passage 80 which places 4 the engine E, the magnitude of theintake manifold vacuum will be reduced to an approximate range of 8 to14inches. Accordingly, the force of the spring 102 will urge the pistonvalve 44 rearwardly towards its position shown in Figure 3. The pistonvalve 44 will thus uncover the port 64 formed in body 36 and theliquid-receiving chamber 48 will consequently be placed in communicationwith the lower portion of the'reservoir 22 by means of conduit 28. Atthe same time, communication between the vapor-receiving chamber 46andthe intake manifold 26 will be blocked. -Accordingly, liquid 32 will bedrawn from the reservoir 22 through conduit 28, liquid-receiving chamthefront end of the liquid-receiving chamber 48 in communication with bothconduits 24 and 78. A resilient seal-79 is positioned between the frontend of body bore 46 and the front plug 40.

The rear end of the conduit 78 is connected to an elbow fitting 82. Theelbow fitting 82 is received by an internally threaded socket 84 formedat one side of the tubular body 36. This socket 84 is in communicationwith the interior of the vapor-receiving chamber 46 by means of a port86. The rear plug 42 is formed with a coaxial bore 88, the rear end ofwhich merges into an extends through the top wall 93 and is open to theat- 4 mosphere. As shown in Figure 2, the rear portion of the conduit28' is bent downwardly and is affixed to and extends through the topwall 93 of the reservoir 22. This conduit 28 terminates within the lowerportion of the reservoir.

The piston valve 44 is formed with a coaxial blind bore 100 whichextends rearwardly from the front end thereof. This blind bore 100receives: a major portion of a coil compression spring 102. The frontportion of 'thespring 102 is disposed within the spring cavity 66 .ofthe front plug 40.

A In the operation of the aforedescribed form of inijector apparatus I,during idling, deceleration and lower cruising speeds of the engine E,the intake manifold vacuum will be of a comparativelyhigh magnitude.This vacuum is communicated from the intake manifold 26 to theliquid-receiving chamber 48 by means of the conduit 24, T-fitting 72,bore 68 and spring cavity 66. The strength characteristics of the spring102 should be "so chosen that during such comparatively high intakemanifold vacuum conditions, the piston valve 44 will be drawn forwardlywithin the tubular body 36 until it covers the passage 64, as indicatedin Figure 2. Accordingly, communication between the liquid-receiving:chamber 48, and the interior of the reservoir 22 will at this time beblocked. Concurrently, the piston valve 44 will be disposed forwardly ofthe port 86. The interior of the vapor-receiving chamber 46 will beplaced in communication with the interior of the intake manifold 26 bymeans of conduits 78 and 24, and with the space 106 between the uppersurface of the liquid 32 and the underside of the top wall 93 of thereservoir 22 by means of conduit 30. Thus, a mixture of air and liquidvapor will be drawn from the space 106 through the vapor-receivingchamber 46 and into the interior of the intake manifold 26.

Referring now to Figure 3, during acceleration and her 48 and conduit 24into the interior of the intake manifold 26 and thereafter into theengines combustion chambers (not shown).

It has been determined that the injection of the liquid 352 and itsvapor will serve to restrain the formation of carbon on the engine partsin communication with its combustion chambers. It is important toobserve that the injector apparatus I introduces liquid within theintake manifold'during acceleration and higher cruising speeds of theengine while the liquids vapor is introduccd during idling, decelerationand lower cruising speeds of the engine. This arrangement automaticallyprovides for greater decarbonizing action during those operatingconditions of the engine when carbon deposits have a greater tendency toform. It has also been determined that the use of the aforedescribedapparatus tends to prevent undesirable pre-ignition or ping from takingplace during operation of the engine E. The volume of liquid injectedinto the engine may be readily controlled by means of the needle valve62. This volume will vary in accordance with the size and power of theengine whereon the apparatus is installed.

. Referring now to the remaining figures of the drawings there is showna second form of injector apparatus embodying the present invention.This second form of apparatus is adapted to employ a liquid reservoirsimi lar to the reservoir 22 hereinbefore described and shown in Figures1, 2, and 3. The second form of injector apparatus, however, is providedwith a modified control housing, generally designated 110. The controlhousing 110 may conveniently be cast from a suitable synthetic plasticand it includes a horizontally extending tubular body 112 of cylindricalconfiguration. The front end of the body 112 is closed by a front Wall114 while the rear end of the body 112 is closed by a rear wall 116. Apis ton valve 118 is slidably disposed within the bore 120 of thetubularbody 112. The portion of the bore 120 forwardly of the. piston valve 118defines a liquid-receiving chamber 122 while the portion of the bore 120rearwardly of the piston valve 118 defines a vapor-receiving chamber124.

,The upper portion of the tubular body 112 is formed with alongitudinally extending passage 126 that extends forwardly from therear end of the body. The front end :of this passage 126 intersects aradially inwardly extend- A meteringrod 136 is slidably disposed withinthe passage 126 for longitudinal movement relative thereto. The meteringpin 136 includes a shank 138 upon the rear end of which isformed anintegral head 140. The head 140 is confined within the rear portion 134of the fitting 132. A coil compression spring 142 is interposed betweenthe fmstoconical intermediate portion 144 of the fitting 132 and theforwardly-facing side of the head 140.

rearwardlyfrom the front end of the body. The rear end:

of the longitudinal passage 146 intersects a radially inwardly extendingport 148 so as to place the rear end of the passage 146 in communicationwith the vaporreceiving chamber 124. of bore 120. The front end of thelongitudinal passage 146 is closed by a suitable plug 150. Aradially-inwardly extending port 152 places the front end of thelongitudinal passage 146 in communication with a radially extendingpassage 154 formed through the front wall 114. The radially inner end ofthe passage 15.4 is aligned with a port 156 formed in one side of. atubular fitting 153. The rear portion of this;fitting 158 is. afiixedwithin a bore 160 coaxially formed in the front wall 114. The frontportion of the fitting 158 receives the rear end of a conduit 24'corresponding to the conduit 24 shown in Figures 1', 2 and 3. The rearend of the. bore 160 merges into a coaxial enlarged annular cavity 162formed at the rear portion of the front plug 114. The front end of aspring cage, generally designated 164, is received Within the cavity162.

The details of this spring cage 164 are shown in Figure 10. Referringthereto, the spring cage 164 is seen to include an annular front wall166 from the outer periphery of which extend rearwardly directed tubularside walls 168. The side walls 168 are formed with a plurality oflongitudinally extending liquid-admitting apertures 170.

The rear wall 116 is coaxially formed with a bore 172 that receives thefront portion of a tubular fitting 174. The rear portion of the fitting174 receives the front end of a conduit 31) corresponding to the conduit30 shown in Figures 1, 2 and 3.

The piston valve 113 is coaxially formed with a rearwardly extendingblind bore 176. The front portion of this blind bore 176 slidablyreceives. the spring cage 164. A coil compression spring 1753 isdisposed within the spring cage 164 with this rear portion beingreceived by the blind bore 17a. The spring 178 constantly biases thepiston valve 118 rearwardly within bore 120.

In the operation of the aforedescribed second form of injectorapparatus, during idling, deceleration and lower cruising speeds of theengine, the intake manifold vacuum will be of a comparatively highmagnitude. This vacuum is communicated from the intake manifold to theliquidreceiving chamber 122 by means of the conduit 24'. The strengthcharacteristics of the spring 17$ should be so chosen that during suchcomparatively high intake manifold conditions the piston valve 118 willbe drawn forwardly within the tubular body until it covers the port 128,as indicated in Figure 4. Accordingly, communication between theliquid-receiving chamber 122 and the liquid reservoir will at this timebe blocked. Concurrently, the piston valve 113 will be disposedforwardly of the port 146. Accordingly, the interior of thevaporreceiving chamber 124 will be placed in communication with theinterior of the intake manifold by means of the conduit 24', port 155,passage 154, port 152, longitudinal body passage 146 and port 148, andwith the upper portion of the liquid reservoir by means of conduit 30.Thus, a mixture of air and liquid vapor will be drawn from the upperportion of the reservoir, through the vapor-receiving chamber 124 andinto the interior of the intake manifold, as in the case with the firstform of apparatus shown in Figures 1, 2 and 3.

Referring now to Figure 5, during acceleration and higher cruisingspeeds of the engine, the magnitude of the intake manifold vacuum willbe reduced and the spring 178 will urge the piston valve 118 rearwardlytowards its position indicated in Figure 5. The piston valve 118 willthus uncover the port 128 and the liquid-receiving chamber 122 will beplaced in communication with the lower portion of the reservoir throughthe conduit 28. Concurrently, communication between the vapor-receivingchamber'124: and theinterior of the intake, manifold will: bev blockedsince the piston valve 118 covers the port:

148. Accordingly, liquid will be drawn from the reservoir into theintake. manifold.

The provision of the spring cage 164' insures that should the spring 178become broken, it will remain confined within the cage. Unless suchprovision is made for confining a broken spring, the latter could wedgethe piston valve 118 in a rearwardly disposed position so that theintake manifold would constantly remain in communication with the lowerportion, of the reservoir. Under these. conditions, all of the liquidwithin the reservoir could be drawn into the engine and cause it tostall.

It should be particularly noted that the metering rod 136 serves. a dualfunction in the aforedescribed second form of apparatus. The diameterand/or length of the. metering rodmay be varied in accordance with thetypeof engine upon which the apparatus is installed so as; to controlthevolume of liquid injected by the apparatus. into the intake manifold.Additionally, the metering rod will serve to maintain the longitudinalpassage 126 free of foreign material so as to prevent such foreignmaterial from accumulating within the. passage and ultimately effectingstoppage of liquid flow therethrough. In this regard, at such time asthe port 128 is uncovered by the piston valve 118, the metering rod 136will be drawn forwardly within the longitudinal passage 126 against theforce of the spring 142, as indicated in Figure 5. When the piston valve118 returns forwardly to its position of Figure 4 so as to block theport 128, the spring 142 will return the metering rod 136 to itsoriginal position. Such sliding movement of the metering rod within thelongitudinal passage 126 will serve to loosen any foreign particles ormaterial entering the passage 126.

Referring now to Figure 8, there is shown a modified form of meteringrod 200 which may be substituted for themetering rod 136 shown inFigures 4 through 7. It will be observed that the stem of the modifiedmetering rod 201) is not of uniform diameter but instead comprises threesteps 2112, 204, and 206, the step 202 being disposed at the front ofthe stem and having the smallest diameter. Assuming the diameter of therear step 206 to be the same as the diameter of the stem 138 of meteringrod 136, the modified metering rod 200 will admit more volume of liquid.through passage 126 than the metering rod 136. This arrangement makes itpossible to utilize a single body 112 for several types of automotiveengines without the necessity of providing a needle valve or the like tocontrol the liquid flow through the longitudinal passage 126.

Referring now to Figure 9 there is shown another modified metering rod210 which may be substituted for metering rod 136 or 200. The meteringrod 210 is provided with two stepped portions 212 and 214 and will admita smaller volume of water through passage 126 than metering rod 200.

While there has been shown and described hereinbefore two forms ofapparatus embodying the present invention, various modifications andchanges may be made thereto without departing from the spirit of theinvention or the scope of the following claims.

I claim:

1. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine,

comprising: a control housing formed with a passage, one end of saidpassage being in communication with said intake manifold; a piston valveslidably disposed in said passage with the portion of said passagebetween said one end of said passage and said piston valve defining aliquid-receiving chamber and the portion of said passage between theopposite end of said passage and said piston valve defining avapor-receiving chamber, said piston valve being biased away from saidone end of said passage; fluid-transfer means connecting saidvaporreceiving passage with said intake. manifold; a reservoir forsaidliquid, the upper portion of said reservoir being filled with liquidvapor; conduit means'connecting the lower portion of said reservoir withsaid liquid-receiving chamber; and second conduit means connecting theupper portion of said reservoir with said vapor-receiving chamber. 7

2. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine, comprising: a control housingformed with a liquidreceiving chamber and a vapor-receiving chamber,both of said chambers being in communication with said intake manifold;a reservoir for said liquid, the upper portion of said reservoir beingfilled with liquid vapor; conduit means connecting the lower portion ofsaid reservoir with said liquid-receiving chamber; second conduit meansconnecting-the upper portion of said reservoir with said vapor-receivingchamber; metering means for controlling the volume of liquid passingthrough said first-mentioned conduit means; and valve means in saidcontrol housing selectively connecting one of said chambers with itsrespective conduit means while blocking fluid flow through the other ofsaid chambers.

3. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine, comprising: a control housingformed with a passage, one end of said passage being in communicationwith said intake manifold; a piston valve slidably disposed in saidpassage with the portion of said passage between said one end of saidpassage and said piston valve defining a liquid-receiving chamber, andthe portion of said passage between the opposite end of said passage andsaid piston valve defining a vapor-receiving chamber, said piston valvebeing biased away from said one end of said passage; fluid-transfermeans connecting said vapor-receiving passage with said intake manifold;a reservoir for said liquid, the upper portion of said reservoir beingfilled with liquid vapor; conduit means connecting the lower portion ofsaid reservoir with said liquid-receiving chamber; metering means forcontrolling the volume of liquid passing through said first-mentionedconduit means; and second conduit means connecting the upper portion ofsaid reservoir with said vapor-receiving chamber.

4. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine, comprising: a control housingformed with a liquid-receiving chamber and a vapor-receiving chamber,both of said chambers being in communication with said intake manifold;a reservoir for said liquid, the upper portion of said reservoir beingfilled with liquid vapor; conduit means connecting the lower portion ofsaid reservoir with said liquid-receiving chamber; said conduit meansincluding an elongated passage formed in said housing; a metering rodslidably disposed in said elongated pas sage whereby it may undergolongitudinal movement therein, the cross-sectional area of said rodcontrolling the volume of liquid flowing through said conduit means;second conduit means connecting the upper portion of said reservoir withsaid vapor-receiving chamber; and valve means in said control housingselectively connecting one of said chambers with its respective conduitmeans while blocking fluid flow through the other of said chambers.

5. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine,

comprising: a control housing formed with a passage, one end of saidpassage being in communication with said intake manifold; a piston valveslidably disposed in said passage with the portion of said passagebetween said one end of said passage and said piston valve defining aliquid-receiving chamber and the portion of said passage between theopposite end of said passage and said piston valve defining avapor-receiving chamber, said piston valve being biased away from saidone end of said passage; fluid-transfer means connecting saidvapor-receiving passage with said intake manifold; a ms ervoir for saidliquid, the upper portion of said reservoir being filled with liquidvapor; conduit means connecting the lower portion of said reservoir withsaid liquid-receiving chamber, said conduit means including an elongatedpassage formed in said housing; a metering rod slidably disposed in saidelongated passage whereby it may undergo longitudinal movement therein,the cross-sectional area of said rod controlling the volume of liquidflowing through said conduit means; and second conduit means connectingthe upper portion of said reservoir with said vapor-receiving chamber.

6. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine, comprising: a control housingformed with a passage, one end of said passage being in communicationwith said intake manifold; a piston valve slidably disposed in saidpassage with the portion of said passage between said one end of saidpassage and said piston valve defining a liquid-receiving chamber, andthe portion of said passage between the opposite end of said passage andsaid piston valve defining a vapor-receiving chamber, the end-of saidpiston valve proximate said one end of said passage being formed with acavity; a spring cage on said body extending away from said one end ofsaid passage towards said piston valve so as to be received by saidcavity when said piston valve moves towards said one end of saidpassage; a compression spring in said spring cage constantly biasingsaid piston valve away from said one end of said passage; fluidtransfermeans connecting said vapor-receiving passage with said intake manifold;a reservoir for said liquid, the upper portion of said reservoir beingfilled with liquid vapor; conduit means connecting the lower portion ofsaid reservoir with said liquid-receiving chamber; and second conduitmeans connecting the upper portion of said reservoir with saidvapor-receiving chamber.

7. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine, comprising: a control housingformed with a passage, one end of said passage being in communicationwith said intake manifold; a piston valve slidably disposed in saidpassage with the portion of said passage between said one end of saidpassage and said piston valve defining a liquid-receiving chamber, andthe portion of said passage between the opposite end of said passage andsaid piston valve defining a vapor-receiving chamber, the end of saidpiston valve proximate said one end of said passage being formed with acavity; a spring cage on said body extending away from said one end ofsaid passage towards said piston valve so as to be received by saidcavity when said piston valve moves towards said one end of saidpassage; a compression spring in said spring cage constantly biasingsaid piston valve away from said one end of said passage; fluid-transfermeans connecting said vapor-receiving passage with said intake manifold;a reservoir for said liquid, the upper portion of said reservoir beingfilled with liquid vapor; conduit means connecting the lower portion ofsaid reservoir with said liquid-receiving chamber; metering means forcontrolling the volume of liquid passing through said first-mentionedconduit means; and second conduit means connecting the upper portion ofsaid reservoir with said vapor-receiving chamber.

8. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine, comprising: a control housingformed with a passage, one end of said passage being in communicationwith said intake manifold; a piston valve slidably disposed in saidpassage with the portion of said passage between said one end of saidpassage and said piston valve defining a liquid-receiving chamber, andthe portion of said passage between the opposite end of said passage andsaid piston valve defining a vapor-receiving chamber, the end of saidpiston valve proximate said one end of said passage being formed with acavity; a springcage on said body extending away from said one end ofsaid passage towards said piston valve so as to be received by saidcavity when said piston valve moves towards said one end of saidpassage; a compression spring in said spring cage constantly biasingsaid piston valve away from said one end of said passage; fluid-transfermeans connecting said vapor-receiving passage with said intake manifold;a reservoir for said liquid, the upper portion of said reservoir beingfilled with liquid vapor; conduit means connecting the lower portion ofsaid reservoir with said liquid-receiving chamber, said conduit meansincluding an elongated passage formed in said housing; a metering rodslidably disposed in said elongated passage whereby it may undergolongitudinal movement therein, the cross-sectional area of said rodcontrolling the volume of liquid flowing through said conduit means; andsecond conduit means connecting the upper portion of said reservoir withsaid vapor-receiving chamber.

9. Apparatus as set forth in claim 8 wherein said metering rod is formedwith a head slidable within an enlarged portion of said first-mentionedconduit means and a compression spring is interposed between said headand a fixed point within said first-mentioned conduit means.

10. Apparatus for injecting a liquid and its vapor into the intakemanifold of an internal combustion engine, comprising: a control housingformed with a liquid-receiving chamber and a vapor-receiving chamber,both of said chambers being in communication with said intake manifold;a reservoir for said liquid, the upper portion of said reservoir beingfilled with liquid vapor; conduit means connecting the lower portion ofsaid reservoir with said liquid-receiving chamber; second conduit meansconnecting the upper portion of said reservoir with said vapor-receivingchamber; and means in said control housing that automatically connectssaid liquid-receiving chamber with said first-mentioned conduit meansduring acceleration and higher cruising speeds of said engine whileblocking flow through said vapor-receiving chamber, and connects saidvapor-receiving chamber with said second conduit means during idling,deceleration and lower cruising speeds of said engine while blockingflow through said liquid-receiving chamber.

References Cited in the file of this patent UNITED STATES PATENTS2,315,881 Thomas Apr. 6, 1943 2,704,058 Case Mar. 15, 1955 FOREIGNPATENTS 828,402 France Feb. 7, 1938

